Automobile torpedo.



E. SCHNEIDER.

AUTOMOBILE TORPEDO.

APPLLCATION FILED JULY 30; 1914.

THE NORRIS PETERS 00.. PHOTF-LITHQ. WASHINGION. D L.

E. SCHNEIDER.

AUTOMOBILE TORPEDO.

APPLICATION FILED JULY 30.1914.

1 1 43,23 2 Patented June 15, 1915.

2 SHEETS-SHEET 2- THE NORRIS PETERS c0 PHOTQLI 1740.. WASHINGTON. D. C.

EUGENE SCHNEIDER, 0F LE CREUZOT, FRANCE.

AUTOMOBILE TORPEDO.

Application filed. July 30, 1914.

To all whom it may concern Be it known that I, EUGENE SCHNEIDER, of LeCreuzot, France, have invented a new and useful Improvement in orRelating to Automobile Torpedoes, which is fully set forth in thefollowing specification.

In launching torpedoes from an above water or a submerged tube thepropellers for some time are situated either in the air (in the case ofan above water tube) or in water and air (in the case of a submergedtube). In order to prevent the propellers from racing during thisperiod, means have been provided for preventing the engine from runningat full speed until the propellers have completely penetrated the water.With this object the full admission of the working fluid to the enginehas hitherto been retarded by reason of the fact that the opening of thefull admission valve is caused to depend upon the movement of a blade orshutter which is displaced by the impact of the water during themovement of the torpedo through the water. In this known device theaction of the water on the blade frequently does not take place properlyand is frequently insuflicient to overcome the inertia of the parts andthe various resistances due to friction; furthermore the time duringwhich the engine runs at a low speed prior to the opening of the fulladmission valve, cannot be regulated in a precise and adjustable manner.

The chief ob ect of the present invention is to provide a device whichwill overcome the above mentioned defects According to this inventionthe element that retards the operation of the full admission valve,instead of being dependent upon a device actuated by the water, isconnected with the engine of the torpedo by a mechanism which isclutched into connection with the engine and is declutched at the end ofa certain number of revolutions of the shaft of the engine, this numberbeing capable of regulation at will. The member that effects theoperation of the full admission valve may be constituted by a push rodconnected with the usual balance lever that controls the stoppingmechanism of the engine. The mechanism connecting the push rod to theshaft of the engine is constituted by a clutch similar to the clutch ofthe said stopping mechanism.

Figure 1 of the accompanying drawing illustrates diagrammatically theinstallation Specification of Letters Patent.

Patented June 15, 1915. Serial No. 854,032.

hitherto adopted in which the movement of the full admission valve isdependent upon the movement of a member actuated by the Water. Thisinstallation comprises the usual balance lever B connected at Z by a rodB with the starting lever L. At one of the extremities of this balancelever, the finger B of the known stopping mechanism is pivoted. Thismechanism (which is shown in detail in Fig. 2) comprises a clutch C C,the member O rotated by the motor being subjected to the action of aspring B. When the lever L is depressed, the clutch member C isdisplaced by the finger B the movement of the member C compressing thespring B. By means of a lever N a reduced admission valve K iscontrolled by the lever L; as is known the lifting of this valve enablesthe motor to run at low speed while at the same time it insures theoperation of the gyroscope. A push rod 6 is also pivoted to the balancelever B and serves to control the full admission valve Aa, which is inthe form of a differential valve. The movement of the push rod 6 whichis produced by the action of the spring R, is first of all prevented bythe striking of a member I against a stop H which can only be movedaside by the action of the water upon a tail piece constituting a blade.This known arrangement possesses the defects enumerated above.

In order that my invention may be clearly understood and readily carriedinto effect I will describe the same more fully with reference to Figs.2 and 3 of the accompanying drawings, Fig. 2 being a general sectionalelevation and Fig. 3 a partial plan of a constructional form of theinvention.

In Figs. 2 and 3 as in Fig. 1, L designates the starting lever which isconnected by the rod B with the usual balance lever B which, by means ofthe finger B controls the known stopping mechanism CC. Z) designates thepush rod operating the differential fulladmission valve Aa. -Q is themember for actuating the reduced admission valve K. I designates amember which moves with the balance lever B and which is guided inbearings J, J rigid with the casing A. A spring 1" bearing at one endupon a ring M fixed to the member I and at the other end upon a fixedstop formed by the bearing J, constantly tends to return the member I tothe position represented in Fig. 2.

In accordance with the invention, the full movement of the member I isdependent upon a clutching and declutching mechanism actuated by theshaft of the engine. This mechanism may as shown be similar to the knownstopping mechanism. In a casing E, which may be integral with the easingA a clutch member F is capable of rotating. The other clutch member H isprovided with a tailpiece carrying at its upper extremity an indicatinghand H which is displaceable over a graduated dial H by means of a stopH carried by a ring H Around the rod carrying the clutch member H atorsion spring 7' is coiled; one end of this spring is fixed to themember-H and the other to a ring H pressed into the dial H by a powerfulspring H The member F is provided externally with teeth by meansofcwhich it gears with a pinion 3F" keyed to a shaft Gr drivenby theengine.

The operation of the mechanism is as follows :If it be desired to retardthe full admission of motive fluid that-isto say the opening of thevalve A-a, in such a manner that it takes place only at the end of acertain number of revolutions of the shaft of the engine the hand H, isbrought opposite the scale division on the dial H corresponding to thisnumber of revolutions. As aresult an orifice 'h in-the memberl-I assumesan angular position relatively tothe rod 1 corresponding to this scaledivision. When, on starting, the lever L is turned downwardand cause'dtooccupythe position Z :(Fig. 2) the part Q is raised by the lever N andopens the reduced admission valve At the same time the member Frotatestunder the influence of the pinionF. The movement of the lever 11causesthemember Ito strike against the member H which is therebyclutched to-the member F. Thetravel of the balance leverBis-insuffioientto then produce thelift of the valve A bythe push rod12. The clutch member 'F drives the member H. NVhen the motor haseffected the predetermined number of revolutions, the hand H returnstozero. At the same time theorifice It comes opposite the memher I whichenters it. The clutch'member H is then no longer pressed against themember 1* and consequently it no longer participates'in the rotarymovements of the member F. The spring 1" facilitates the separation ofthe two clutch members ,H F. The penetration of the finger 1 into theorifice hhas enabled the member I) to effect its full lift so that thevalve Aa is opened. It will be noted that this lift is insured at theend of a number of revolutions of the motor which can be regulated atwill.

Thestartinglever L is ,as is known maintained in the position L by alocking device which is released when the stopping .mechanism acts,thereby insuring the return ,ofthe under theinfluenceofa spring which isnot shown. As a result of this return the balnncelever B is depressedand returns the members Q I) and I to their initial positions 9 as shownin Fig. 2. The two valves K and Aa close and the clutch member and thehand 1H return tothe selected position of adjustment underthe influenceof the torsion spring 6 which was energized during the rotation of theclutch member H. Y

What I claim and desire to secure by LettersPatent of the UnitedStatesis:

1. A device for retarding the admission of workingfluid to the engine ofa torpedo, 30 comprising-a fluid admission valve, means normallyrestrained from acting on said. valve to open the same, andmeans-adapted to be ope-rated by the engine formeleasing the .valveactuating means .after a predetermined number of revolutions of the.engine.

2. A device for retarding the admission of Workingfiuid to the engine ofaitorpedo, comprising a fluid admission va1ve,,, a pnsh rod'for openingsaid valve, and a clutch device onemember .ofrwhiclrhas driving conneetions --.with the engine and means connected with said;rodand in-thepathof the companion clutch member for restraining movement ofsaid pushrod during engagement of. said clutch members ,and released by saidcompanion .member-,;aft,er a predetermi-ned number of revolntionsoftheengme.

-1%. A device for retardingthe admission of working-fluid t0 the engineof a'torpedo, comprising a fluid admission -valve, ,a push rod foropening said valve, a clutch device 7 having two clutch members, one ofwhich has driving connections with the engine, and the other providedwith recess, a spring-pressed rod connected withesaid push rod and inthe path of the said other clutch memberto restrain movement of'saidpush rod during engagementof said clutch mem- 11( hers, and .released:for opening said 'valve when a predetermined number of revolutions oftheengine .bringssaidopeningop posite the end ofsaidspring-pressed-rod1to release theclutch. 11.

14. Adevice for retarding the admission of working fluid to the-engineof a-torpedo, comprising a V fluid admission valve, a push rodforopening saidv'alve, a clutch device having two clutch members onenfwhich 12 has driving connections with the engine and the other providedwith Opening and means for angularly displacing said. member to set saiddevice, a spring-pressed rod connested avithsaidpush-rod and in the path12 of saidother clutch .member to restrain movement 1 of said push rod,dn ring engagement of said clutch members, and released for opening saidvalve when a predetermined number of revolutions, of ,the engine 15brings said opening opposite the end of said spring-pressed rod torelease the clutch.

5. In a fluid admission device for automobile torpedo engines, thecombination of a low speed fuel admission valve and a high speed fueladmission valve adapted to operate in succession, normally restrainedoperating means for the last-named valve, and engine driven meansadapted to release said valve operating means after a predetermined 10number of revolutions of the engine shaft.

In testimony whereof I have signed this specification in the presence oftwo subscribing Witnesses.

EUGENE SCHNEIDER.

Witnesses:

CHAS. P. PRESSLY, C. GUERITAUER.

Copies of this patent may be obtained for five cents each, by addressingthe "Commissioner of Patents, Washington, D. G.

